Systems and methods for modular aircraft

ABSTRACT

A system for modular aircraft includes at least a common component, wherein the at least a common component includes at least a flight component. The system includes at least a modular component, wherein the at least modular component includes at least a fuselage component and a collar component. The system includes at least an interface component, wherein the at least an interface component is configured to connect the at least a common component at a first end to the at least a modular component at a second end.

FIELD OF THE INVENTION

The present invention generally relates to the field of aircraft design.In particular, the present invention is directed to systems and methodsfor modular aircraft.

BACKGROUND

The BWB aircraft is a hybrid shape that resembles a flying wing, butalso incorporates features from conventional transport aircraft. Thiscombination offers several advantages over conventional tube- and wingairframes. The BWB airframe merges efficient high-lift wings with a wideairfoil-shaped body, allowing the entire aircraft to generate lift andminimize drag. This shape helps to increase fuel economy and createslarger payload (cargo or passenger) areas in the center body portion ofthe aircraft.

The BWB shape allows unique interior designs. Cargo can be loaded orpassengers can board from the front or rear of the aircraft. The cargoor passenger area is distributed across the wide fuselage, providing alarge usable volume.

SUMMARY OF THE DISCLOSURE

In an aspect, a system for modular aircraft includes at least a commoncomponent, wherein the at least a common component includes at least aflight component, a first modular component, wherein the first modularcomponent has a first width and includes a first fuselage component anda first collar component, a second modular component, wherein the secondmodular component has a second width and includes a second fuselagecomponent and a second collar component, at least an interfacecomponent, wherein the at least an interface component includes a firstend configured to connect to the at least a common component, and asecond end configured to connect to the at least a modular component,wherein connection of the at least a common component, the first modularcomponent and the at least an interface component forms a first blendedwing body having a first wingspan that is a function of the first widthand connection of the at least a common component, the second modularcomponent and the at least an interface component forms a second blendedwing body having a second wingspan that is a function of the secondwidth.

In another aspect a method of manufacturing a modular aircraft includesreceiving at least a common component, wherein the at least a commoncomponent includes at least a flight component, receiving a firstmodular component, wherein the first modular component has a first widthand includes a first fuselage component and a first collar component,receiving a second modular component, wherein the second modularcomponent has a second width and includes a second fuselage componentand a second collar component, receiving at least an interfacecomponent, the at least an interface component includes a first end anda second end, connecting the at least a common component at the firstend of the interface component, and selectably connecting one of thefirst modular component and the second modular component at the secondend of the interface component, wherein connection of the at least acommon component, the first modular component and the at least aninterface component forms a first blended wing body having a firstwingspan that is a function of the first width and connection of the atleast a common component, the second modular component and the at leastan interface component forms a second blended wing body having a secondwingspan that is a function of the second width.

These and other aspects and features of non-limiting embodiments of thepresent invention will become apparent to those skilled in the art uponreview of the following description of specific non-limiting embodimentsof the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, the drawings show aspectsof one or more embodiments of the invention. However, it should beunderstood that the present invention is not limited to the precisearrangements and instrumentalities shown in the drawings, wherein:

FIG. 1A is an illustration of an exemplary embodiment of a modularaircraft shown in isometric and exploded views;

FIG. 1B is an illustration of an exemplary embodiment of a modularaircraft shown in isometric and exploded views;

FIG. 2 is an illustration of an exemplary embodiment of at least acommon component shown in isometric exploded view;

FIG. 3 is an illustration of an exemplary embodiment of a first aircraftconfiguration shown in isometric view;

FIG. 4 is an illustration of an exemplary embodiment of a secondaircraft configuration shown in isometric view;

FIG. 5 is a flow diagram representing an exemplary embodiment of amethod for modular aircraft;

FIG. 6 is a block diagram of a computing system that can be used toimplement any one or more of the methodologies disclosed herein and anyone or more portions thereof.

The drawings are not necessarily to scale and may be illustrated byphantom lines, diagrammatic representations and fragmentary views. Incertain instances, details that are not necessary for an understandingof the embodiments or that render other details difficult to perceivemay have been omitted.

DETAILED DESCRIPTION

In the following description, for the purposes of explanation, numerousspecific details are set forth in order to provide a thoroughunderstanding of the present invention. It will be apparent, however,that the present invention may be practiced without these specificdetails. As used herein, the word “exemplary” or “illustrative” means“serving as an example, instance, or illustration.” Any implementationdescribed herein as “exemplary” or “illustrative” is not necessarily tobe construed as preferred or advantageous over other implementations.All of the implementations described below are exemplary implementationsprovided to enable persons skilled in the art to make or use theembodiments of the disclosure and are not intended to limit the scope ofthe disclosure, which is defined by the claims. For purposes ofdescription herein, the terms “upper”, “lower”, “left”, “rear”, “right”,“front”, “vertical”, “horizontal”, and derivatives thereof shall relateto embodiments oriented as shown for exemplary purposes in FIG. 4 .Furthermore, there is no intention to be bound by any expressed orimplied theory presented in the preceding technical field, background,brief summary or the following detailed description. It is also to beunderstood that the specific devices and processes illustrated in theattached drawings, and described in the following specification, aresimply embodiments of the inventive concepts defined in the appendedclaims. Hence, specific dimensions and other physical characteristicsrelating to the embodiments disclosed herein are not to be considered aslimiting, unless the claims expressly state otherwise.

Examples of the present disclosure related generally to aircraft, andspecifically modular aircraft that enables the aircraft to be designedwith commonality of parts. To simplify and clarify explanation, thedisclosure is described herein as a system and method for use with ablended wing aircraft. One skilled in the art will recognize, however,that the disclosure is not so limited. While the system is useful inconjunction with blended wing aircraft due to some unique packagingconstraints, it should be understood that the system can just as easilybe used for conventional tube and wing, delta wing, and other aircraftconfigurations. In addition, the system could also be used forground-based equipment, such as loaders, semi-trucks, and otherequipment that require common parts for use.

The manufacturing methods, materials, and systems described hereinafteras making up the various elements of the present disclosure are intendedto be illustrative and not restrictive. Many suitable materials, struts,systems, and configurations that would perform the same or a similarfunction as the systems described herein are intended to be embracedwithin the scope of the disclosure. Such other systems and methods notdescribed herein can include, but are not limited to, vehicles, systems,networks, materials, and technologies that are developed after the timeof the development of the disclosure.

Referring now to FIG. 1A, a modular aircraft 100 is presented inisometric view and exploded view. Modular aircraft 100 includes at leasta common component 104. At least a common component 104 may include anyportion of modular aircraft 100 that remains the same across a family ofaircraft. For the purposes of this disclosure, at least a “commoncomponent” is one or more components of a modular aircraft that remainconstant across a family of aircraft having a portion of commoncomponents, especially blended wing body (BWB) aircraft. For thepurposes of this disclosure, “blended wing body aircraft” are aircrafthaving a blended wing body. As used in this disclosure, A “blended wingbody” (BWB), also known as a “blended body” or a “hybrid wing body”(HWB), is a fixed-wing aircraft having no clear dividing line betweenwings and a main body of the aircraft at a leading edge of the wings.For example, a BWB aircraft may have distinct wing and body structures,which are smoothly blended together with no clear dividing line ordemarcation between wing and fuselage. This contrasts with a flyingwing, which has no distinct fuselage, and a lifting body, which has nodistinct wings. A BWB design may or may not be tailless. One of the mainadvantages of the BWB is to reduce wetted area and the accompanying formdrag associated with a conventional wing-body junction. It may also begiven a wide airfoil-shaped body, allowing the entire craft to generatelift and thus reducing the size and drag of the wings. It should benoted by one of ordinary skill in the art that there is a plurality ofdesigns of BWB aircraft that may be applied in embodiments of thisdisclosure. The BWB is a hybrid shape that resembles a flying wing, butalso incorporates features from conventional transport aircraft. Thiscombination offers several advantages over conventional tube- and wingairframes. The BWB airframe merges efficient high-lift wings with a wideairfoil-shaped body, allowing the entire aircraft to generate lift andminimize drag. This shape helps to increase fuel economy and createslarger payload (cargo or passenger) areas in the center body portion ofthe aircraft.

The BWB shape allows unique interior designs. Cargo can be loaded orpassengers can board from the front or rear of the aircraft. The cargoor passenger area is distributed across the wide fuselage, providing alarge usable volume. For passengers in the interior of the craft,real-time video at every seat would take the place of window seats.

With continued reference to FIG. 1 , modular aircraft 100 includes atleast a common component 104 which comprises at least a flightcomponent. At least a flight component may be consistent with anydescription of a flight component herein, such as propulsors, controlsurfaces, rotors, paddle wheels, engines, propellers, wings, winglets,or the like. For the purposes of this disclosure, at least a “flightcomponent” is at least one element of a modular aircraft configured tomanipulate a fluid medium such as air to propel, control, or maneuver anaircraft. In nonlimiting examples, at least a flight component mayinclude a rotor connected to the rotor shaft of an electric motorfurther mechanically affixed to at least a portion of modular aircraft100. In embodiments, at least a flight component may be a rotor attachedto an electric motor configured to produce shaft torque and in turn,create lift in a hover configuration.

For the purposes of this disclosure, “torque”, is the twisting forcethat tends to cause rotation. Torque is the rotational equivalent oflinear force. In three dimensions, the torque is a pseudovector; forpoint particles, it is given by the cross product of the position vector(distance vector) and the force vector. The magnitude of torque of arigid body depends on three quantities: the force applied, the lever armvector connecting the point about which the torque is being measured tothe point of force application, and the angle between the force andlever arm vectors. A force applied perpendicularly to a lever multipliedby its distance from the lever's fulcrum (the length of the lever arm)is its torque. A force of three newtons applied two meters from thefulcrum, for example, exerts the same torque as a force of one newtonapplied six meters from the fulcrum. The direction of the torque can bedetermined by using the right-hand grip rule: if the fingers of theright hand are curled from the direction of the lever arm to thedirection of the force, then the thumb points in the direction of thetorque. One of ordinary skill in the art would appreciate that torque isrepresented as a vector, consistent with this disclosure, and thereforeincludes a magnitude of force and a direction. “Torque” and “moment” areequivalents for the purposes of this disclosure. Any torque command orsignal herein may include at least the steady state torque to achievethe torque output to at least a propulsor.

With continued reference to FIG. 1 , at least a flight component may beone or more devices configured to alter modular vehicle 100 attitude.“Attitude”, for the purposes of this disclosure, is the relativeorientation of a body, in this case a modular aircraft 100, as comparedto earth's surface or any other reference point and/or coordinatesystem. Attitude is generally displayed to pilots, personnel, remoteusers, or one or more computing devices in an attitude indicator, suchas without limitation a visual representation of the horizon and itsrelative orientation to the aircraft. A plurality of attitude commandsmay indicate one or more measurements relative to an aircraft's pitch,roll, yaw, or throttle compared to a relative starting point. One ormore sensors may measure or detect the aircraft's attitude and establishone or more attitude datums. An “attitude datum”, for the purposes ofthis disclosure, refers to at least an element of data identifyingand/or a pilot input or command. At least a pilot control may becommunicatively connected to any other component presented in system,the communicative connection may include redundant connectionsconfigured to safeguard against single-point failure. A plurality ofattitude commands may indicate a pilot's instruction to change theheading and/or trim of an electric aircraft. Pilot input may indicate apilot's instruction to change an aircraft's pitch, roll, yaw, throttle,and/or any combination thereof. Aircraft trajectory may be manipulatedby one or more control surfaces and propulsors working alone or intandem consistent with the entirety of this disclosure, hereinbelow.“Pitch”, for the purposes of this disclosure refers to an aircraft'sangle of attack, that is the difference between the aircraft's nose anda horizontal flight trajectory. For example, an aircraft may pitch “up”when its nose is angled upward compared to horizontal flight, as in aclimb maneuver. In another example, an aircraft may pitch “down”, whenits nose is angled downward compared to horizontal flight, like in adive maneuver. When angle of attack is not an acceptable input to anysystem disclosed herein, proxies may be used such as pilot controls,remote controls, or sensor levels, such as true airspeed sensors, pitottubes, pneumatic/hydraulic sensors, and the like. “Roll” for thepurposes of this disclosure, refers to an aircraft's position about itslongitudinal axis, that is to say that when an aircraft rotates aboutits axis from its tail to its nose, and one side rolls upward, as in abanking maneuver. “Yaw”, for the purposes of this disclosure, refers toan aircraft's turn angle, when an aircraft rotates about an imaginaryvertical axis intersecting the center of the earth and the fuselage ofthe aircraft. “Throttle”, for the purposes of this disclosure, refers toan aircraft outputting an amount of thrust from a propulsor. Pilotinput, when referring to throttle, may refer to a pilot's desire toincrease or decrease thrust produced by at least a propulsor. An initialvehicle torque signal may include an electrical signal. Aircraftcommands may include mechanical movement of any throttle consistent withthe entirety of this disclosure. Electrical signals may include analogsignals, digital signals, periodic or aperiodic signal, step signals,unit impulse signal, unit ramp signal, unit parabolic signal, signumfunction, exponential signal, rectangular signal, triangular signal,sinusoidal signal, sinc function, or pulse width modulated signal. Atleast a sensor may include circuitry, computing devices, electroniccomponents or a combination thereof that translates pilot input into aninitial vehicle torque signal configured to be transmitted to anotherelectronic component. A plurality of attitude commands may include atotal attitude command datum, such as a combination of attitudeadjustments represented by one or a certain number of combinatorialdatums. A plurality of attitude commands may include individual attitudedatums representing total or relative change in attitude measurementsrelative to pitch, roll, yaw, and throttle.

With continued reference to FIG. 1 , modular aircraft 100 includes atleast a common component 104 wherein the at least a common component 104includes at least a portion of a wing. Modular aircraft 100 may comprisewings, empennages, nacelles, control surfaces, fuselages, and landinggear, among others, to name a few. Aircraft construction may compriseone or more of a plurality of construction methods that will bediscussed further hereinbelow. In embodiments, an empennage may bedisposed at the aftmost point of an aircraft body. The empennage maycomprise the tail of the aircraft, further comprising rudders, verticalstabilizers, horizontal stabilizers, stabilators, elevators, trim tabs,among others. At least a portion of the empennage may be manipulateddirectly or indirectly by pilot commands to impart control forces on afluid in which the aircraft is flying, most notably air. Themanipulation of these empennage control surfaces may, in part, change anaircraft's heading in pitch, roll, and yaw. Pitch is about thetransverse axis of an aircraft, centered at the center of gravity of anaircraft, parallel to a line connecting wing tip to wing tip. Roll isabout the longitudinal axis of an aircraft with its origin at the centerof gravity of an aircraft and parallel to the line connecting nose tipto empennage along fuselage. The yaw axis has its origin at the centerof gravity and is directed down towards the bottom of the aircraft, apositive yaw angle, understood by a person of ordinary skill in the artto be when an aircraft's nose is moved to the right about its yaw axis,looking from aft, forward. A dual-mode aircraft may also comprise wings.Wings comprise structures which include airfoils configured to create apressure differential resulting in lift. Wings are generally disposed onthe left and right sides of the aircraft symmetrically, at a pointbetween nose and empennage. Wings may comprise a plurality of geometriesin planform view, swept swing, tapered, variable wing, triangular,oblong, elliptical, square, among others. Wings may be blended into thebody of the aircraft such as in a BWB aircraft where no strongdelineation of body and wing exists. A wing's cross section geometrycomprises an airfoil. An “airfoil” as used in this disclosure, is ashape specifically designed such that a fluid flowing above and below itexert differing levels of pressure against the top and bottom surface.In embodiments, the bottom surface of an aircraft can be configured togenerate a greater pressure than does the top, resulting in lift. A wingmay comprise differing and/or similar cross-sectional geometries overits cord length or the length from wing tip to where wing meets theaircraft's body. One or more wings may be symmetrical about theaircraft's longitudinal plane, which comprises the longitudinal or rollaxis reaching down the center of the aircraft through the nose andempennage, and the plane's yaw axis. Wings may comprise controlssurfaces configured to be commanded by a pilot or pilots to change awing's geometry and therefore its interaction with a fluid medium, likeair. Control surfaces may comprise flaps, ailerons, tabs, spoilers, andslats, among others. The control surfaces may disposed on the wings in aplurality of locations and arrangements and in embodiments may bedisposed at the leading and trailing edges of the wings, and may beconfigured to deflect up, down, forward, aft, or a combination thereof.An aircraft, including a dual-mode aircraft may comprise a combinationof control surfaces to perform maneuvers while flying or on ground.

In general, a fixed wing aircraft and rotorcraft adhere to similar orthe same physical principles, where a fixed wing aircraft may be pulledthrough a fluid by, for example, a jet engine, propelling an aircraftthrough a fluid while using wings to generate lift. A rotorcraft may usea different power source, which will be discussed below to propel arotor, or set of airfoils, through a fluid medium, like air, generatinglift. Rotorcraft, like helicopters, quadcopters, and the like may bewell suited for hovering, due to their propulsion technique, where afixed wing aircraft may be well suited for higher flight speeds. Adual-mode aircraft may take the inherent benefits from both aircrafttypes and integrate them. At least a common component 104 may include awinglet. For the purposes of this disclosure, a “winglet” is a flightcomponent configured to manipulate a fluid medium and is mechanicallyattached to a wing or aircraft and may alternatively called a wingtipdevice. Wingtip devices are intended to improve the efficiency offixed-wing aircraft by reducing drag. Although there are several typesof wing tip devices which function in different manners, their intendedeffect is always to reduce an aircraft's drag by partial recovery of thetip vortex energy. Wingtip devices can also improve aircraft handlingcharacteristics and enhance safety for following aircraft. Such devicesincrease the effective aspect ratio of a wing without greatly increasingthe wingspan. Extending the span would lower lift-induced drag, butwould increase parasitic drag and would require boosting the strengthand weight of the wing. At some point, there is no net benefit fromfurther increased span. There may also be operational considerationsthat limit the allowable wingspan (e.g., available width at airportgates).

Wingtip devices increase the lift generated at the wingtip (by smoothingthe airflow across the upper wing near the tip) and reduce thelift-induced drag caused by wingtip vortices, improving lift-to-dragratio. This increases fuel efficiency in powered aircraft and increasescross-country speed in gliders, in both cases increasing range. U.S. AirForce studies indicate that a given improvement in fuel efficiencycorrelates directly with the causal increase in the aircraft'slift-to-drag ratio. The term “winglet” was previously used to describean additional lifting surface on an aircraft, like a short sectionbetween wheels on fixed undercarriage. The upward angle (or cant) of thewinglet, its inward or outward angle (or toe), as well as its size andshape are critical for correct performance and are unique in eachapplication. The wingtip vortex, which rotates around from below thewing, strikes the cambered surface of the winglet, generating a forcethat angles inward and slightly forward, analogous to a sailboat sailingclose hauled. The winglet converts some of the otherwise-wasted energyin the wingtip vortex to an apparent thrust. This small contribution canbe worthwhile over the aircraft's lifetime, provided the benefit offsetsthe cost of installing and maintaining the winglets.

Another potential benefit of winglets is that they reduce the intensityof wake vortices. Those trail behind the plane and pose a hazard toother aircraft. Minimum spacing requirements between aircraft operationsat airports are largely dictated by these factors. Aircraft areclassified by weight (e.g., “Light,” “Heavy,” etc.) because the vortexstrength grows with the aircraft lift coefficient, and thus, theassociated turbulence is greatest at low speed and high weight, whichproduced a high angle of attack.

Winglets and wingtip fences also increase efficiency by reducing vortexinterference with laminar airflow near the tips of the wing, by ‘moving’the confluence of low-pressure (over wing) and high-pressure (underwing) air away from the surface of the wing. Wingtip vortices createturbulence, originating at the leading edge of the wingtip andpropagating backwards and inboard. This turbulence ‘delaminates’ theairflow over a small triangular section of the outboard wing, whichdestroys lift in that area. The fence/winglet drives the area where thevortex forms upward away from the wing surface, since the center of theresulting vortex is now at the tip of the winglet.

With continued reference to FIG. 1 , modular aircraft 100 may include anenergy source. The energy source may include any device providing energyto the plurality of propulsors; in an embodiment, the energy sourceprovides electric energy to the plurality of propulsors. The energysource may include, without limitation, a generator, a photovoltaicdevice, a fuel cell such as a hydrogen fuel cell, direct methanol fuelcell, and/or solid oxide fuel cell, or an electric energy storagedevice; electric energy storage device may include without limitation acapacitor and/or inductor. The energy source and/or energy storagedevice may include at least a battery, battery cell, and/or a pluralityof battery cells connected in series, in parallel, or in a combinationof series and parallel connections such as series connections intomodules that are connected in parallel with other like modules. Batteryand/or battery cell may include, without limitation, Li ion batterieswhich may include NCA, NMC, Lithium iron phosphate (LiFePO4) and LithiumManganese Oxide (LMO) batteries, which may be mixed with another cathodechemistry to provide more specific power if the application requires Limetal batteries, which have a lithium metal anode that provides highpower on demand, Li ion batteries that have a silicon or titanite anode.In embodiments, the energy source may be used to provide electricalpower to an electric aircraft or drone, such as an electric aircraftvehicle, during moments requiring high rates of power output, includingwithout limitation takeoff, landing, thermal de-icing and situationsrequiring greater power output for reasons of stability, such as highturbulence situations, as described in further detail below. The batterymay include, without limitation a battery using nickel based chemistriessuch as nickel cadmium or nickel metal hydride, a battery using lithiumion battery chemistries such as a nickel cobalt aluminum (NCA), nickelmanganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobaltoxide (LCO), and/or lithium manganese oxide (LMO), a battery usinglithium polymer technology, lead-based batteries such as withoutlimitation lead acid batteries, metal-air batteries, or any othersuitable battery. A person of ordinary skill in the art, upon reviewingthe entirety of this disclosure, will be aware of various devices ofcomponents that may be used as an energy source.

In further nonlimiting embodiments, an energy source may include liquidfuel. Aviation fuels are petroleum-based fuels, or petroleum andsynthetic fuel blends, used to power aircraft. They have more stringentrequirements than fuels used for ground use, such as heating and roadtransport, and contain additives to enhance or maintain propertiesimportant to fuel performance or handling. They are kerosene-based (JP-8and Jet A-1) for gas turbine-powered aircraft. Piston-engined aircraftuse gasoline and those with diesel engines may use jet fuel (kerosene).Specific energy is an important criterion in selecting fuel for anaircraft. The much higher energy storage capability of hydrocarbon fuelscompared to batteries has so far prevented electric aircraft usingelectric batteries as the main propulsion energy store becoming viablefor even small personal aircraft. Liquid fuel may include Jet-A. Jet-Apowers modern commercial airliners and is a mix of extremely refinedkerosene and burns at temperatures at or above 49° C. (120° F.).Kerosene-based fuel has a much higher flash point than gasoline-basedfuel, meaning that it requires significantly higher temperature toignite. It is a high-quality fuel; if it fails the purity and otherquality tests for use on jet aircraft, it is sold to ground-based userswith less demanding requirements, such as railroads.

With continued reference to FIG. 1 , modular aircraft 100 may include anenergy source which may include a fuel cell. For the purposes of thisdisclosure, a “fuel cell” is an electrochemical cell that converts thechemical energy of a fuel (often hydrogen) and an oxidizing agent (oftenoxygen) into electricity through a pair of redox reactions. Fuel cellsare different from most batteries in requiring a continuous source offuel and oxygen (usually from air) to sustain the chemical reaction,whereas in a battery the chemical energy comes from metals and theirions or oxides that are commonly already present in the battery, exceptin flow batteries. Fuel cells can produce electricity continuously foras long as fuel and oxygen are supplied. Fuel cells are used for primaryand backup power for commercial, industrial and residential buildingsand in remote or inaccessible areas.

In embodiments, fuel cells may consist of different types, but they allconsist of an anode, a cathode, and an electrolyte that allows ions,often positively charged hydrogen ions (protons), to move between thetwo sides of the fuel cell. At the anode a catalyst causes the fuel toundergo oxidation reactions that generate ions (often positively chargedhydrogen ions) and electrons. The ions move from the anode to thecathode through the electrolyte. At the same time, electrons flow fromthe anode to the cathode through an external circuit, producing directcurrent electricity. At the cathode, another catalyst causes ions,electrons, and oxygen to react, forming water and possibly otherproducts. Fuel cells are classified by the type of electrolyte they useand by the difference in startup time ranging from 1 second forproton-exchange membrane fuel cells (PEM fuel cells, or PEMFC) to 10minutes for solid oxide fuel cells (SOFC). A related technology is flowbatteries, in which the fuel can be regenerated by recharging.Individual fuel cells produce relatively small electrical potentials,about 0.7 volts, so cells are “stacked”, or placed in series, to createsufficient voltage to meet an application's requirements. In addition toelectricity, fuel cells produce water, heat and, depending on the fuelsource, very small amounts of nitrogen dioxide and other emissions. Theenergy efficiency of a fuel cell is generally between 40 and 60%;however, if waste heat is captured in a cogeneration scheme,efficiencies of up to 85% can be obtained.

With continued reference to FIG. 1 , modular aircraft 100 may includefuel cells come in many varieties; however, they all work in the samegeneral manner. They are made up of three adjacent segments: the anode,the electrolyte, and the cathode. Two chemical reactions occur at theinterfaces of the three different segments. The net result of the tworeactions is that fuel is consumed, water or carbon dioxide is created,and an electric current is created, which can be used to powerelectrical devices, normally referred to as the load. At the anode acatalyst oxidizes the fuel, which may be hydrogen, turning the fuel intoa positively charged ion and a negatively charged electron. Theelectrolyte is a substance specifically designed so ions can passthrough it, but the electrons cannot. The freed electrons travel througha wire creating the electric current. The ions travel through theelectrolyte to the cathode. Once reaching the cathode, the ions arereunited with the electrons and the two react with a third chemical,such as oxygen, to create water or carbon dioxide.

Fuel cell design may feature the electrolyte substance, which definesthe type of fuel cell, and can be made from a number of substances likepotassium hydroxide, salt carbonates, and phosphoric acid. The mostcommon fuel is hydrogen. Fuel cell may feature an anode catalyst, likefine platinum powder, breaks down the fuel into electrons and ions. Fuelcell may feature a cathode catalyst, often nickel, converts ions intowaste chemicals, with water being the most common type of waste. A fuelcell may include a gas diffusion layers that are designed to resistoxidization.

With continued reference to FIG. 1 , modular aircraft 100 may include anenergy source which may include a cell such as a battery cell, or aplurality of battery cells making a battery module. An energy source maybe a plurality of energy sources. The module may include batteriesconnected in parallel or in series or a plurality of modules connectedeither in series or in parallel designed to deliver both the power andenergy requirements of the application. Connecting batteries in seriesmay increase the voltage of an energy source which may provide morepower on demand. High voltage batteries may require cell matching whenhigh peak load is needed. As more cells are connected in strings, theremay exist the possibility of one cell failing which may increaseresistance in the module and reduce the overall power output as thevoltage of the module may decrease as a result of that failing cell.Connecting batteries in parallel may increase total current capacity bydecreasing total resistance, and it also may increase overall amp-hourcapacity. The overall energy and power outputs of an energy source maybe based on the individual battery cell performance or an extrapolationbased on the measurement of at least an electrical parameter. In anembodiment where an energy source includes a plurality of battery cells,the overall power output capacity may be dependent on the electricalparameters of each individual cell. If one cell experiences highself-discharge during demand, power drawn from an energy source may bedecreased to avoid damage to the weakest cell. An energy source mayfurther include, without limitation, wiring, conduit, housing, coolingsystem and battery management system. Persons skilled in the art will beaware, after reviewing the entirety of this disclosure, of manydifferent components of an energy source.

Modular aircraft 100 may include multiple propulsion sub-systems, eachof which may have a separate energy source powering a separate pluralityof propulsors. For instance, and without limitation, each propulsor ofplurality of propulsors may have a dedicated energy source of at leastan energy source. Alternatively, or additionally, a plurality of energysources may each provide power to two or more propulsors, such as,without limitation, a “fore” energy source providing power to propulsorslocated toward the front of an aircraft, while an “aft” energy sourceprovides power to propulsors located toward the rear of the aircraft. Asa further non-limiting example, a single propulsor or group ofpropulsors may be powered by a plurality of energy sources. For example,and without limitation, two or more energy sources may power one or morepropulsors; two energy sources may include, without limitation, at leasta first energy source having high specific energy density and at least asecond energy source having high specific power density, which may beselectively deployed as required for higher-power and lower-power needs.Alternatively, or additionally, a plurality of energy sources may beplaced in parallel to provide power to the same single propulsor orplurality of propulsors. Alternatively, or additionally, two or moreseparate propulsion subsystems may be joined using intertie switches(not shown) causing the two or more separate propulsion subsystems to betreatable as a single propulsion subsystem or system, for whichpotential under load of combined energy sources may be used as theelectric potential. Persons skilled in the art, upon reviewing theentirety of this disclosure, will be aware of various combinations ofenergy sources that may each provide power to single or multiplepropulsors in various configurations.

With continued reference to FIG. 1 , modular aircraft 100 includes atleast a common component 104 which may further include a nose portion. Anose portion for the purposes of this disclosure refers to any portionof the aircraft forward of the aircraft's fuselage. Nose portion maycomprise a cockpit (for manned aircraft), canopy, aerodynamic fairings,windshield, and/or any structural elements required to supportmechanical loads. Nose portion may also include pilot seats, controlinterfaces, gages, displays, inceptor sticks, throttle controls,collective pitch controls, and/or communication equipment, to name afew. Nose portion, for the purposes of this disclosure may comprise aswing nose configuration. A swing nose may be characterized by theability of the nose to move, manually or automatedly, into a differingorientation than its flight orientation to provide an opening forloading a payload into aircraft fuselage from the front of the aircraft.Nose may be configured to open in a plurality of orientations anddirections.

With continued reference to FIG. 1 , modular aircraft 100 includes atleast a common component 104 which may further include a control surfaceconfigured to manipulate a fluid medium. Control surfaces may comprise aplurality of geometries in planform view, swept swing, tapered, variablewing, triangular, oblong, elliptical, square, among others. Wings may beblended into the body of the aircraft such as in a BWB aircraft where nostrong delineation of body and wing exists. A wing's cross sectiongeometry comprises an airfoil. An airfoil may include a shapespecifically designed such that a fluid flowing above and below it exertdiffering levels of pressure against the top and bottom surface. Inembodiments, the bottom surface of an aircraft can be configured togenerate a greater pressure than does the top, resulting in lift. A wingmay comprise differing and/or similar cross-sectional geometries overits cord length or the length from wing tip to where wing meets theaircraft's body. One or more wings may be symmetrical about theaircraft's longitudinal plane, which comprises the longitudinal or rollaxis reaching down the center of the aircraft through the nose andempennage, and the plane's yaw axis. Wings may comprise controlssurfaces configured to be commanded by a pilot or pilots to change awing's geometry and therefore its interaction with a fluid medium, likeair. Control surfaces may comprise flaps, ailerons, tabs, spoilers, andslats, among others. The control surfaces may disposed on the wings in aplurality of locations and arrangements and in embodiments may bedisposed at the leading and trailing edges of the wings, and may beconfigured to deflect up, down, forward, aft, or a combination thereof.An aircraft, including a dual-mode aircraft may comprise a combinationof control surfaces to perform maneuvers while flying or on ground.

With continued reference to FIG. 1 , modular aircraft 100 includes atleast a common component 104 which may further include at least anacelle. For the purposes of this disclosure, a “nacelle” a streamlinedbody sized according to what it contains such as an engine, fuel, orequipment on an aircraft. When attached by a pylon entirely outside theairframe it is sometimes called a pod in which case it is attached witha pylon or strut and the engine is known as a podded engine. In somecases an aircraft cockpit may also be housed in a nacelle, rather thanin a conventional fuselage. At least a nacelle may substantiallyencapsulate a propulsor, which may include a motor. At least a nacellemay be connected to at least a portion of modular aircraft 100 partiallyor wholly enveloped by the outer mold line of modular aircraft 100. Atleast a nacelle may be designed to be streamlined. At least a nacellemay substantially encapsulate an engine. At least a nacelle may beasymmetrical about a plane comprising the longitudinal axis of theengine and the yaw axis of modular aircraft 100.

With continued reference to FIG. 1 , a “propulsor”, as used herein, is acomponent or device used to propel a craft by exerting force on a fluidmedium, which may include a gaseous medium such as air or a liquidmedium such as water. For the purposes of this disclosure,“substantially encapsulate” is the state of a first body surrounding allor most of a second body wherein the first and second bodies include afirst and second surface disposed opposite and adjacent to each other,respectively. A motor may include without limitation, any electricmotor, where an electric motor is a device that converts electricalenergy into mechanical energy, for instance by causing a shaft torotate. A motor may be driven by direct current (DC) electric power; forinstance, a motor may include a brushed DC motor or the like. A motormay be driven by electric power having varying or reversing voltagelevels, such as alternating current (AC) power as produced by analternating current generator and/or inverter, or otherwise varyingpower, such as produced by a switching power source. A motor mayinclude, without limitation, a brushless DC electric motor, a permanentmagnet synchronous motor, a switched reluctance motor, and/or aninduction motor; persons skilled in the art, upon reviewing the entiretyof this disclosure, will be aware of various alternative or additionalforms and/or configurations that a motor may take or exemplify asconsistent with this disclosure. In addition to inverter and/orswitching power source, a circuit driving motor may include electronicspeed controllers (not shown) or other components for regulating motorspeed, rotation direction, torque, and/or dynamic braking. Motor mayinclude or be connected to one or more sensors detecting one or moreconditions of motor; one or more conditions may include, withoutlimitation, voltage levels, electromotive force, current levels,temperature, current speed of rotation, position sensors, and the like.For instance, and without limitation, one or more sensors may be used todetect back-EMF, or to detect parameters used to determine back-EMF, asdescribed in further detail below. One or more sensors may include aplurality of current sensors, voltage sensors, and speed or positionfeedback sensors. One or more sensors may communicate a current statusof motor to a person operating system or a computing device; computingdevice may include any computing device as described below, includingwithout limitation, a vehicle controller.

Computing device may use sensor feedback to calculate performanceparameters of motor, including without limitation a torque versus speedoperation envelope. Persons skilled in the art, upon reviewing theentirety of this disclosure, will be aware of various devices and/orcomponents that may be used as or included in a motor or a circuitoperating a motor, as used and described in this disclosure. In anembodiment, propulsors may receive differential power consumptioncommands, such as a propeller or the like receiving command to generategreater power output owing a greater needed contribution to attitudecontrol, or a wheel receiving a greater power output due to worsetraction than another wheel under slippery conditions.

A motor may be connected to a thrust element. Thrust element may includeany device or component that converts the mechanical energy of themotor, for instance in the form of rotational motion of a shaft, intothrust in a fluid medium. Thrust element may include, withoutlimitation, a device using moving or rotating foils, including withoutlimitation one or more rotors, an airscrew or propeller, a set ofairscrews or propellers such as contra-rotating propellers orco-rotating propellers, a moving or flapping wing, or the like. Thrustelement may include without limitation a marine propeller or screw, animpeller, a turbine, a pump-jet, a paddle or paddle-based device, or thelike. Thrust element may include a rotor. Persons skilled in the art,upon reviewing the entirety of this disclosure, will be aware of variousdevices that may be used as thrust element.

A thrust element may include any device or component that convertsmechanical energy of a motor, for instance in the form of rotationalmotion of a shaft, into thrust within a fluid medium. A thrust elementmay include, without limitation, a device using moving or rotatingfoils, including without limitation one or more rotors, an airscrew orpropeller, a set of airscrews or propellers such as contra-rotatingpropellers, a moving or flapping wing, or the like. A thrust element mayinclude without limitation a marine propeller or screw, an impeller, aturbine, a pump-jet, a paddle or paddle-based device, or the like. Asanother non-limiting example, a thrust element may include aneight-bladed pusher propeller, such as an eight-bladed propeller mountedbehind the engine to ensure the drive shaft is in compression.

In nonlimiting embodiments, at least a flight component may include anairbreathing engine such as a jet engine, turbojet engine, turboshaftengine, ramjet engine, scramjet engine, hybrid propulsion system,turbofan engine, or the like. At least a flight component may be fueledby Jet-A, Jet-B, diesel fuel, gasoline, or the like.

In nonlimiting embodiments, a jet engine is a type of reaction enginedischarging a fast-moving jet that generates thrust by jet propulsion.While this broad definition can include rocket, water jet, and hybridpropulsion, the term jet engine typically refers to an internalcombustion airbreathing jet engine such as a turbojet, turbofan, ramjet,or pulse jet. In general, jet engines are internal combustion engines.

In nonlimiting embodiments, airbreathing jet engines feature a rotatingair compressor powered by a turbine, with the leftover power providingthrust through the propelling nozzle—this process is known as theBrayton thermodynamic cycle. Jet aircraft use such engines forlong-distance travel. Early jet aircraft used turbojet engines that wererelatively inefficient for subsonic flight. Most modern subsonic jetaircraft use more complex high-bypass turbofan engines. They give higherspeed and greater fuel efficiency than piston and propeller aeroenginesover long distances. A few air-breathing engines made for highspeedapplications (ramjets and scramjets) use the ram effect of the vehicle'sspeed instead of a mechanical compressor.

An airbreathing jet engine (or ducted jet engine) is a jet engine thatemits a jet of hot exhaust gases formed from air that is forced into theengine by several stages of centrifugal, axial or ram compression, whichis then heated and expanded through a nozzle. They are typically gasturbine engines. The majority of the mass flow through an airbreathingjet engine is provided by air taken from outside of the engine andheated internally, using energy stored in the form of fuel.

All practical airbreathing jet engines are internal combustion enginesthat directly heat the air by burning fuel, with the resultant hot gasesused for propulsion via a propulsive nozzle, although other techniquesfor heating the air have been experimented with (such as nuclear jetengines). Most modern jet engine designs are turbofans, which havelargely replaced turbojets. These modern engines use a gas turbineengine core with high overall pressure ratio (about 40:1 in 1995) andhigh turbine entry temperature (about 1800 K in 1995) and provide agreat deal of their thrust with a turbine-powered fan stage, rather thanwith pure exhaust thrust as in a turbojet. These features combine togive a high efficiency, relative to a turbojet. A few jet engines usesimple ram effect (ramjet) or pulse combustion (pulsejet) to givecompression. Persons skilled in the art, upon reviewing the entirety ofthis disclosure, will be aware of various devices that may be used as athrust element.

With continued reference to FIG. 1 , modular aircraft 100 includes atleast a modular component 108. As used in this disclosure, a “modularcomponent” is at least an aircraft component that is configured toproduce a continuous outer mold line of the aircraft when connected tothe at least a common component 104. Unlike the at least a commoncomponent 104. Modular component 108 may be selected from a plurality ofaircraft components, for example as a function of desired aircraftconfiguration. For the purposes of this disclosure, “outer mold line” isthe outermost surface of an object at any radial point from a center ofthe object. For example, and without limitation, the outer mold line ofan aircraft may include most of the aircraft's skin. For the purpose ofthis disclosure, “continuous” is the characteristic of aircraft skin tohave unbroken streamlines and no discontinuities over the plurality ofmodular components present in modular aircraft 100. For example andwithout limitation, modular aircraft 100 may include at least a modularcomponent 108 of a first size including continuous outer mold line whenconnected to at least a common component 104 (which always remains thesame size, as it is common. Alternatively, modular aircraft 100 mayinclude at least a modular component 108 of a second size and shape,wherein the outer mold line is still continuous when connected to atleast a common component 104.

With continued reference to FIG. 1 , modular aircraft 100 includes atleast a modular component 108, wherein the at least a modular component108 may include at least a structural component of the aircraft.Structural elements to provide physical stability during the entirety ofthe aircraft's flight envelope, while on ground, and during normaloperation Structural elements may comprise struts, beams, formers,stringers, longerons, interstitials, ribs, structural skin, doublers,straps, spars, or panels, to name a few. Structural elements may alsocomprise pillars. In automobile construction especially, and for thepurpose of aircraft cockpits comprising windows/windshields, pillars mayinclude vertical or near vertical supports around the window configuredto provide extra stability around weak points in a vehicle's structure,such as an opening where a window is installed. Where multiple pillarsare disposed in an aircraft's structure, they may be so named A, B, C,and so on named from nose to tail. Pillars, like any structural elementfor the purposes of this disclosure, may be disposed a distance awayfrom each other, along the exterior of modular aircraft 100 and fuselagecomponent 112. Depending on manufacturing method of fuselage component112, pillars may be integral to frame and skin, comprised entirely ofinternal framing, or alternatively, may be only integral to structuralskin elements. Structural skin will be discussed in greater detail belowin this paper.

At least a modular component 108 may comprise a plurality of materials,alone or in combination, in its construction. At least a modularcomponent 108, in an illustrative embodiment may comprise a welded steeltube frame further configured to form the general shape of nosecorresponding to the arrangement of steel tubes. The steel may comprisea plurality of alloyed metals, including but not limited to, a varyingamount of manganese, nickel, copper, molybdenum, silicon, and/oraluminum, to name a few. The welded steel tubes may be covered in any ofa plurality of materials suitable for aircraft skin. Some of these mayinclude carbon fiber, fiberglass panels, cloth-like materials, aluminumsheeting, or the like, to name a few. It is to be noted that generalaircraft construction methods will be discussed further below in thispaper, but similar or the same methods may be used to construct at leasta modular component 108 as any other part of aircraft, namely fuselagecomponent 112, among others, depending on function and location. Atleast a modular component 108 may comprise aluminum tubing mechanicallycoupled in various and unique orientations. The mechanical fastening ofaluminum members (whether pure aluminum or alloys) may comprisetemporary or permanent mechanical fasteners appreciable by one ofordinary skill in the art including, but not limited to, screws, nutsand bolts, anchors, clips, welding, brazing, crimping, nails, blindrivets, pull-through rivets, pins, dowels, snap-fits, and clamps, toname a few. At least a modular component 108 may additionally oralternatively use wood or another suitably strong yet light material foran internal structure.

Modular aircraft 100 may include monocoque or semi-monocoqueconstruction. These methods of aircraft construction will be discussedat length later in this paper, but for the purpose of at least a modularcomponent 108 the internal bracing structure need not be present if theaircraft skin provides sufficient structural integrity for aerodynamicforce interaction, integral to skin if the preceding is untrue, orintegral to aircraft skin itself. At least modular component 108, aswell as any other component as described herein may include carbonfiber. “Carbon fiber”, for the purposes of this disclosure may refer tocarbon fiber reinforced polymer, carbon fiber reinforced plastic, orcarbon fiber reinforced thermoplastic (CFRP, CRP, CFRTP, carboncomposite, or just carbon, depending on industry). “Carbon fiber,” asused in this disclosure, is a composite material including a polymerreinforced with carbon. In general, carbon fiber composites consist oftwo parts, a matrix and a reinforcement. In carbon fiber reinforcedplastic, the carbon fiber constitutes the reinforcement, which providesstrength. The matrix can include a polymer resin, such as epoxy, to bindreinforcements together. Such reinforcement achieves an increase inCFRP's strength and rigidity, measured by stress and elastic modulus,respectively. In embodiments, carbon fibers themselves can each comprisea diameter between 5-10 micrometers and include a high percentage (i.e.above 85%) of carbon atoms. A person of ordinary skill in the art willappreciate that the advantages of carbon fibers include high stiffness,high tensile strength, low weight, high chemical resistance, hightemperature tolerance, and low thermal expansion. According toembodiments, carbon fibers may be combined with other materials to forma composite, when permeated with plastic resin and baked, carbon fiberreinforced polymer becomes extremely rigid. Rigidity, for the purposesof this disclosure, is analogous to stiffness, and is generally measuredusing Young's Modulus. Colloquially, rigidity may be defined as theforce necessary to bend a material to a given degree. For example,ceramics have high rigidity, which can be visualized by shatteringbefore bending. In embodiments, carbon fibers may additionally, oralternatively, be composited with other materials like graphite to formreinforced carbon-carbon composites, which include high heat tolerancesover 2000 degrees Celsius (3632 degrees Fahrenheit). A person of skillin the art will further appreciate that aerospace applications requirehigh-strength, low-weight, high heat resistance materials in a pluralityof roles where carbon fiber exceeds such as fuselages, fairings, controlsurfaces, and structures, among others.

With continued reference to FIG. 1 , modular aircraft 100 includes atleast a modular component 108 which includes at least a fuselagecomponent 112. A fuselage, for the purposes of this disclosure, refersto the main body of an aircraft, or in other words, the entirety of theaircraft except for the cockpit, nose, wings, empennage, nacelles, anyand all control surfaces, and generally contains an aircraft's payload.At least a fuselage component 112 may comprise structural elements thatphysically support the shape and structure of an aircraft. Structuralelements may take a plurality of forms, alone or in combination withother types. Structural elements vary depending on the construction typeof aircraft and specifically, the fuselage.

At least a fuselage component 112 may include a truss structure. A trussstructure is often used with a lightweight aircraft and comprises weldedsteel tube trusses. A “truss,” as used in this disclosure, is anassembly of beams that create a rigid structure, often in combinationsof triangles to create three-dimensional shapes. A truss structure mayalternatively comprise wood construction in place of steel tubes, or acombination thereof. In embodiments, structural elements 204 cancomprise steel tubes and/or wood beams. Aircraft skin 208 may be layeredover the body shape constructed by trusses. Aircraft skin 208 maycomprise a plurality of materials such as plywood sheets, aluminum,fiberglass, and/or carbon fiber, the latter of which will be addressedin greater detail later in this paper.

In embodiments, at least a fuselage 112 may comprise geodesicconstruction. Geodesic structural elements include stringers wound aboutformers (which may be alternatively called station frames) in opposingspiral directions. A stringer, for the purposes of this disclosure is ageneral structural element that comprises a long, thin, and rigid stripof metal or wood that is mechanically coupled to and spans the distancefrom, station frame to station frame to create an internal skeleton onwhich to mechanically couple aircraft skin. A former (or station frame)can include a rigid structural element that is disposed along the lengthof the interior of at least a fuselage component orthogonal to thelongitudinal (nose to tail) axis of the aircraft and forms the generalshape of at least a fuselage 112. A former may comprise differingcross-sectional shapes at differing locations along at least a fuselage112, as the former is the structural element that informs the overallshape of a at least a fuselage 112 curvature. In embodiments, aircraftskin can be anchored to formers and strings such that the outer moldline of the volume encapsulated by the formers and stringers comprisesthe same shape as aircraft when installed. In other words, former(s) mayform a fuselage's ribs, and the stringers may form the interstitialsbetween such ribs. The spiral orientation of stringers about formersprovide uniform robustness at any point on an aircraft fuselage suchthat if a portion sustains damage, another portion may remain largelyunaffected. Aircraft skin would be mechanically coupled to underlyingstringers and formers and may interact with a fluid, such as air, togenerate lift and perform maneuvers.

According to embodiments, at least a fuselage 112 can comprise monocoqueconstruction. Monocoque construction can include a primary structurethat forms a shell (or skin in an aircraft's case) and supports physicalloads. Monocoque fuselages are fuselages in which the aircraft skin orshell is also the primary structure. In monocoque construction aircraftskin would support tensile and compressive loads within itself and truemonocoque aircraft can be further characterized by the absence ofinternal structural elements. Aircraft skin in this construction methodis rigid and can sustain its shape with no structural assistance formunderlying skeleton-like elements. Monocoque fuselage may compriseaircraft skin made from plywood layered in varying grain directions,epoxy-impregnated fiberglass, carbon fiber, or any combination thereof.

According to embodiments, at least a fuselage 112 can include asemi-monocoque construction. Semi-monocoque construction, as used inthis disclosure, is used interchangeably with partially monocoqueconstruction, discussed above. In semi-monocoque construction, at leasta fuselage 112 may derive some structural support from stressed aircraftskin and some structural support from underlying frame structure made ofstructural elements. Formers or station frames can be seen runningtransverse to the long axis of at least a fuselage 112 with circularcutouts which are generally used in real-world manufacturing for weightsavings and for the routing of electrical harnesses and other modernon-board systems. In a semi-monocoque construction, stringers are thethin, long strips of material that run parallel to fuselage's long axis.Stringers can be mechanically coupled to formers permanently, such aswith rivets. Aircraft skin can be mechanically coupled to stringers andformers permanently, such as by rivets as well. A person of ordinaryskill in the art will appreciate that there are numerous methods formechanical fastening of the aforementioned components like crews, nails,dowels, pins, anchors, adhesives like glue or epoxy, or bolts and nuts,to name a few. A subset of fuselage under the umbrella of semi-monocoqueconstruction is unibody vehicles. Unibody, which is short for “unitizedbody” or alternatively “unitary construction”, vehicles arecharacterized by a construction in which the body, floor plan, andchassis form a single structure. In the aircraft world, unibody wouldcomprise the internal structural elements like formers and stringers areconstructed in one piece, integral to the aircraft skin (body) as wellas any floor construction like a deck.

Stringers and formers which account for the bulk of any aircraftstructure excluding monocoque construction can be arranged in aplurality of orientations depending on aircraft operation and materials.This disclosure serves in no way to limit the arrangement ofload-bearing members used in the construction of modular aircraft 100.Stringers may be arranged to carry axial (tensile or compressive),shear, bending or torsion forces throughout their overall structure. Dueto their coupling to aircraft skin, aerodynamic forces exerted onaircraft skin will be transferred to stringers. The location of saidstringers greatly informs the type of forces and loads applied to eachand every stringer, all of which may be handled by material selection,cross-sectional area, and mechanical coupling methods of each member.The same assessment may be made for formers. In general, formers aresignificantly larger in cross-sectional area and thickness, depending onlocation, than stringers. Both stringers and formers may comprisealuminum, aluminum alloys, graphite epoxy composite, steel alloys,titanium, or an undisclosed material alone or in combination.

Stressed skin, when used in semi-monocoque construction is the conceptwhere the skin of an aircraft bears partial, yet significant, load inthe overall structural hierarchy. In other words, the internalstructure, whether it be a frame of welded tubes, formers and stringers,or some combination, is not sufficiently strong enough by design to bearall loads. The concept of stressed skin is applied in monocoque andsemi-monocoque construction methods of at least a fuselage 112.Monocoque comprises only structural skin, and in that sense, aircraftskin undergoes stress by applied aerodynamic fluids imparted by thefluid. Stress as used in continuum mechanics can be described inpound-force per square inch (lbf/in²) or Pascals (Pa). In semi-monocoqueconstruction stressed skin bears part of the aerodynamic loads andadditionally imparts force on the underlying structure of stringers andformers.

A person of ordinary skill in the art will appreciate a beam to besupporting the floor, or in other words the surface on which apassenger, operator, passenger, payload, or other object would rest ondue to gravity when modular aircraft 100 is in its level flightorientation or sitting on ground. A beam acts similarly to stringer inthat it is configured to support axial loads in compression due to aload being applied parallel to its axis in its illustrated orientation,due to, for example, a heavy object being placed on the floor of atleast a fuselage 112. Strut is also illustrated in an exemplaryembodiment. A strut may be disposed in or on any portion of at least afuselage 112 that requires additional bracing, specifically whendisposed transverse to another structural element, like a beam, thatwould benefit from support in that direction, opposing applied force. Astrut may be disposed in a plurality of locations and orientationswithin at least a fuselage 112 as necessitated by operational andconstructional requirements.

In embodiments, at least a fuselage 112 may be configurable based on theneeds of the modular aircraft 100 per specific mission or objective. Thegeneral arrangement of components, structural elements, and hardwareassociated with storing and/or moving a payload may be added or removedfrom at least a fuselage 112 as needed, whether it is stowed manually,automatedly, or removed by personnel altogether. At least a fuselage 112may be configurable for a plurality of storage options. Bulkheads anddividers may be installed and uninstalled as needed, as well aslongitudinal dividers where necessary. Bulkheads and dividers may beinstalled using integrated slots and hooks, tabs, boss and channel, orhardware like bolts, nuts, screws, nails, clips, pins, and/or dowels, toname a few. At least a fuselage 112 may also be configurable to acceptcertain specific cargo containers, or a receptable that can, in turn,accept certain cargo containers.

At least a fuselage component 112 may include an interior cavity. Aninterior cavity may include a volumetric space configurable to includepassenger seats and/or cargo. An interior cavity may be configured toinclude receptacles for fuel tanks, batteries, fuel cells, or otherpropellants as described herein.

With continued reference to FIG. 1 , modular aircraft 100 includes atleast a modular component 108 which include a collar component 116. Forthe purposes of this disclosure, a “collar component” is a portion ofthe at least a modular component disposed aft of the common nose portionextending the lateral width of the aircraft and including a transitionalcross-sectional shape. Collar component 116 may be connected to the noseportion at a first end and the at least a fuselage component at a secondend opposite the nose portion. In nonlimiting embodiments collarcomponent 116 may be one continuous component with at least a fuselagecomponent 112. Collar component 116 may include one or more openingsconfigured to be passenger doors. Collar component 116 may include oneor more openings configured to be cargo doors, hatches, portals, or thelike. In nonlimiting embodiments collar component 116 may include anystructure as disclosed herein such a stringer and station frame orstructural skin construction. In nonlimiting embodiments collarcomponent 116 may include one or more aerodynamic surfaces configured togenerate lift or serve as control surfaces as described herein.

With continued reference to FIG. 1 , modular aircraft 100 may includemodular beaver tail 120. Modular beaver tail 120 is at least a modularcomponent 108 disposed at the aft end of the modular aircraft 100. Forthe purposes of this disclosure, “beaver tail” is a portion of a BWBaircraft disposed at the aft of the aircraft configured to supportflight components such as control surfaces and serve as a mounting pointfor one or more propulsors such as nacelles substantially encapsulatingjet engines. Modular beaver tail 120 may be configured to modify thelateral width of the aft section of modular aircraft 100. Modular beavertail 120 may include a plurality of modular beaver tails 120 such astwo, three, four, five, or six beaver tails disposed at the after ofmodular aircraft 100. Modular beaver tail 120 may include controlsurfaces disposed solely on the individual beaver tail or spanning thetrailing edge of modular aircraft 100 and therefore modular beaver tail120 would include only a portion of the control surfaces thereon.

With continued reference to FIG. 1 , modular aircraft 100 includes atleast an interface component 124, wherein the at least an interfacecomponent 124 is configured to connect the at least a common component104 at a first end to the at least a modular component 108 at a secondend. As used in this disclosure, an “interface component” is an aircraftcomponent that connects a common component and a modular component. Atleast an interface component 124 may include a latching mechanism.Latching element may comprise a pin, but alternatively or additionallymay comprise a loop, D-ring, slot, channel, opening, hole, or anotherundisclosed type, to name a few. Latching element may be disposed in oron a surface of payload pallet, alone or one amongst a plurality oflatching elements. Latching element may be disposed evenly orirregularly spaced along a surface or multiple surfaces of payloadpallet. Latching element may comprise a component mechanically coupledto payload pallet or a component integral to payload pallet itself. Oneor ordinary skill in the art would appreciate that latching element maybe disposed in a plurality of locations on at least an interfacecomponent 124. In a non-limiting example, latching mechanism maycomprise a hook to capture at least a portion of latching element. Oneof ordinary skill in the art would appreciate that the mechanical shapeand properties of one latching element may inform the mechanical shapeand properties of latching mechanism that captures at least a portion ofit. In other words, and in a non-limiting example, a plurality oflatching elements may require a plurality of latching mechanisms. Thisexample in no way limits the embodiments the latching mechanism orelement may take, and in no way precludes the use of latching mechanismwith any one or more of a plurality latching elements and vice versa.

Latching mechanism may be actuated manually or automatedly. Latchingmechanism may comprise spring loaded elements that allow for at least amodular component 108 to move past at least a common component 104 in afirst direction, actuate latching mechanism on the way by, and latch onto latching element and hinder movement of at least a modular component108 in a second direction. Latching mechanism may be mechanicallyactuated to the capture position by a moving payload pallet aspreviously described or manually by personnel operating modular aircraft100. Additionally, or alternatively, latching mechanism may be actuatedautomatedly by a plurality of methods. In a non-limiting example, apilot from the cockpit may command latching mechanism to the captureposition or the release position electronically through any of theactuation systems disclosed above in this paper like hydraulics,pneumatics, or electromechanical, to name a few. These disclosedactuation systems may drive latching mechanism to a capture position,release position, or any other intermediate or extreme position relativeto latching element and fuselage.

Latching mechanism, latching element, payload pallet, may comprisesuitable materials for high-strength, low-weight applications one ofordinary skill in the art of aircraft manufacture, passenger airlines,airline freighting would appreciate there is a vast plurality ofmaterials suitable for construction of this payload system in a modularaircraft. Some materials used may include aluminum and aluminum alloys,steel and steel alloys, titanium and titanium alloys, carbon fiber,fiberglass, various plastics including acrylonitrile butadiene styrene(ABS), high-density polyethylene (HDPE), and even wood, to name a few.

With continued reference to FIG. 1 , at least an interface component 124may include one or more mating surfaces including a male portiondisposed on at least a common component 104 and a female portiondisposed on at least a modular component 108. At least an interfacecomponent 124 may be configured to align at least a common component 104and at least a modular component 108 when the male portion issubstantially encapsulated by the female portion. At least an interfacecomponent 124 may include a plurality of male and accompanying femaleportions disposed at a plurality of locations on modular aircraft 100.At least an interface component 124 may include alignment pins, holes,channels, bosses, slots, or the like to align components for assembly.At least an interface component 124 may include matched drillingcomponents and riveting, bolting, screwing, doweling, or otherwisemechanically fastening at least a common component 104 and at least amodular component 108 to one another. In some embodiments, interfacecomponent 124 may be integrated into one or more of modular component108 and common component 104. Alternatively or additionally, in somecases, an interface component 124 may include one or more fasteners.Fasteners may include without limitation nuts, bolts, screws, rivets,and the like.

According to some embodiments, interface component may allow forvariable adjustment of one or more degrees of freedom of a commoncomponent 104 relative a modular component 108. For instance, in somecases, wings 104 may be attached at a variable angle, i.e., swept back.In some cases, the interface component may include structure componentsthat introduce a sweep angle to the wings. Exemplary no limiting sweepangles include angles within a range of about 1° to about 15°. In someembodiments, wing sweep may be added to affect fuel efficiency.Alternatively or additionally, wing sweep may be varied depending upondesired operational speed of aircraft. For instance, in someembodiments, swept wings may delay shock waves and accompanyingaerodynamic drag rise caused by fluid compressibility, when travellingnear a speed of sound (e.g, no less than about Mach 0.5). Alternativelyor additionally, a variable sweep angle may be used for other reasons,such as without limitation to limit drag, limit observability, orimprove pilot visibility.

Referring now to FIG. 1B, modular aircraft 100 is illustrated with atleast a modular component 108 of a second, larger size than FIG. 1A. Itshould be noted that one of ordinary skill in the art would understandthat at least a common component 104 is of the exact same dimensions andfunctions between FIGS. 1A and 1B. At least a modular component 108 maybe configured to serve a different purpose depending on its size, suchas passenger carrying, cargo, fuel tanking, or the like. In nonlimitingexamples, at least a modular component 108 may include a plurality ofsizes, shapes, configurations, or a combination thereof for the samemission set, such as passenger carrying or cargo.

With continued reference to FIG. 2 , a plurality of common components200 is illustrated in relative positioning within modular aircraft 100.Plurality of common components 200 includes at least a flight component204, which may be the same or similar to at least a flight component asdescribed herein.

With continued reference to FIG. 2 , plurality of common components 200includes nose portion 208. Nose portion 208 may be the same as orsimilar to, nose portion 128. Nose portion 208 may be disposed at theforeword most point of modular aircraft 100. Nose portion 208 mayinclude one or more sensors to detect environmental data. At least asensor may include, torque sensor, gyroscope, accelerometer,magnetometer, inertial measurement unit (IMU), pressure sensor, forcesensor, proximity sensor, displacement sensor, vibration sensor, amongothers. At least a sensor may include a sensor suite which may include aplurality of sensors that may detect similar or unique phenomena. Forexample, in a non-limiting embodiment, sensor suite may include aplurality of accelerometers, a mixture of accelerometers and gyroscopes,or a mixture of an accelerometer, gyroscope, and torque sensor. For thepurposes of the disclosure, a “torque datum” is one or more elements ofdata representing one or more parameters detailing power output by oneor more propulsors, flight components, or other elements of an electricaircraft. A torque datum may indicate the torque output of at least aflight component 204. At least a flight component 204 may include anypropulsor as described herein. In embodiment, at least a flightcomponent 204 may include an electric motor, a propeller, a jet engine,a paddle wheel, a rotor, turbine, or any other mechanism configured tomanipulate a fluid medium to propel an aircraft as described herein. Inan embodiment of at least a sensor may include or be included in, asensor suite. The herein disclosed system and method may comprise aplurality of sensors in the form of individual sensors or a sensor suiteworking in tandem or individually. A sensor suite may include aplurality of independent sensors, as described herein, where any numberof the described sensors may be used to detect any number of physical orelectrical quantities associated with an aircraft power system or anelectrical energy storage system. Independent sensors may includeseparate sensors measuring physical or electrical quantities that may bepowered by and/or in communication with circuits independently, whereeach may signal sensor output to a control circuit such as a usergraphical interface. In a non-limiting example, there may be fourindependent sensors housed in and/or on battery pack measuringtemperature, electrical characteristic such as voltage, amperage,resistance, or impedance, or any other parameters and/or quantities asdescribed in this disclosure. In an embodiment, use of a plurality ofindependent sensors may result in redundancy configured to employ morethan one sensor that measures the same phenomenon, those sensors beingof the same type, a combination of, or another type of sensor notdisclosed, so that in the event one sensor fails, the ability of abattery management system and/or user to detect phenomenon is maintainedand in a non-limiting example, a user alter aircraft usage pursuant tosensor readings.

With continued reference to FIG. 2 , at least a sensor may include amoisture sensor. “Moisture”, as used in this disclosure, is the presenceof water, this may include vaporized water in air, condensation on thesurfaces of objects, or concentrations of liquid water. Moisture mayinclude humidity. “Humidity”, as used in this disclosure, is theproperty of a gaseous medium (almost always air) to hold water in theform of vapor. An amount of water vapor contained within a parcel of aircan vary significantly. Water vapor is generally invisible to the humaneye and may be damaging to electrical components. There are threeprimary measurements of humidity, absolute, relative, specific humidity.“Absolute humidity,” for the purposes of this disclosure, describes thewater content of air and is expressed in either grams per cubic metersor grams per kilogram. “Relative humidity”, for the purposes of thisdisclosure, is expressed as a percentage, indicating a present stat ofabsolute humidity relative to a maximum humidity given the sametemperature. “Specific humidity”, for the purposes of this disclosure,is the ratio of water vapor mass to total moist air parcel mass, whereparcel is a given portion of a gaseous medium. A moisture sensor may bepsychrometer. A moisture sensor may be a hygrometer. A moisture sensormay be configured to act as or include a humidistat. A “humidistat”, forthe purposes of this disclosure, is a humidity-triggered switch, oftenused to control another electronic device. A moisture sensor may usecapacitance to measure relative humidity and include in itself, or as anexternal component, include a device to convert relative humiditymeasurements to absolute humidity measurements. “Capacitance”, for thepurposes of this disclosure, is the ability of a system to store anelectric charge, in this case the system is a parcel of air which may benear, adjacent to, or above a battery cell.

With continued reference to FIG. 2 , at least a sensor may includeelectrical sensors. An electrical sensor may be configured to measurevoltage across a component, electrical current through a component, andresistance of a component. Electrical sensors may include separatesensors to measure each of the previously disclosed electricalcharacteristics such as voltmeter, ammeter, and ohmmeter, respectively.One or more sensors may be communicatively coupled to at least a pilotcontrol, the manipulation of which, may constitute at least an aircraftcommand. Signals may include electrical, electromagnetic, visual, audio,radio waves, or another undisclosed signal type alone or in combination.At least a sensor communicatively connected to at least a pilot controlmay include a sensor disposed on, near, around or within at least pilotcontrol. At least a sensor may include a motion sensor. “Motion sensor”,for the purposes of this disclosure refers to a device or componentconfigured to detect physical movement of an object or grouping ofobjects. One of ordinary skill in the art would appreciate, afterreviewing the entirety of this disclosure, that motion may include aplurality of types including but not limited to: spinning, rotating,oscillating, gyrating, jumping, sliding, reciprocating, or the like. Atleast a sensor may include, torque sensor, gyroscope, accelerometer,torque sensor, magnetometer, inertial measurement unit (IMU), pressuresensor, force sensor, proximity sensor, displacement sensor, vibrationsensor, among others. At least a sensor 124 may include a sensor suitewhich may include a plurality of sensors that may detect similar orunique phenomena. For example, in a non-limiting embodiment, sensorsuite may include a plurality of accelerometers, a mixture ofaccelerometers and gyroscopes, or a mixture of an accelerometer,gyroscope, and torque sensor. The herein disclosed system and method maycomprise a plurality of sensors in the form of individual sensors or asensor suite working in tandem or individually. A sensor suite mayinclude a plurality of independent sensors, as described herein, whereany number of the described sensors may be used to detect any number ofphysical or electrical quantities associated with an aircraft powersystem or an electrical energy storage system. Independent sensors mayinclude separate sensors measuring physical or electrical quantitiesthat may be powered by and/or in communication with circuitsindependently, where each may signal sensor output to a control circuitsuch as a user graphical interface. In an embodiment, use of a pluralityof independent sensors may result in redundancy configured to employmore than one sensor that measures the same phenomenon, those sensorsbeing of the same type, a combination of, or another type of sensor notdisclosed, so that in the event one sensor fails, the ability to detectphenomenon is maintained and in a non-limiting example, a user alteraircraft usage pursuant to sensor readings.

With continued reference to FIG. 2 , plurality of common components 200includes control surface 212. Control surface 212 may be disposed at thetrailing edge of a wing, winglet, fuselage, or other areas of modularaircraft. Control surface 212 may include any control surface asdescribed herein such as a flap, aileron, slot, rudder, or the like.Control surface 212 may be configured to manipulate a fluid medium whenmechanically actuated. Control surface 212 may be configured to alter amodular aircraft's trajectory such as changes in an aircraft's pitch,roll, yaw, and throttle as described herein.

With continued reference to FIG. 2 , plurality of common components 200includes at least an interface component 216. At least an interfacecomponent 216 may be the same or similar to at least an interfacecomponent 124 or any other interface component as described herein. Atleast an interface component 216 may be the imaginary mating surfaces ofat least a common component when mated to adjacent components. Forexample, the dashed surface presented in FIG. 2 is shown as flatpolygonal surfaces, but a real-world aircraft would include one or moresubsystems, cavities, structures, and the like. Therefore at least aninterface surface 216 may be the portion of plurality of commoncomponents 200 connected to adjacent components such as at least amodular component 108.

Referring now to FIG. 3 , a first aircraft configuration 300 is shown.First aircraft configuration 300 may include any of the describedcomponents herein above. For example, and without limitation, firstaircraft configuration 300 may include at least a common component 104and at least a modular component 108. First aircraft configuration 300may include at least a common component 104 and at least a modularcomponent 108 of a first size. In nonlimiting examples first aircraftconfiguration may be configured to carry passengers in airline seats. Innonlimiting examples, first aircraft configuration 300 may be configuredto carry fuel tanks for aerial refuel operations. Aerial refueling, alsoreferred to as air refueling, in-flight refueling (IFR), air-to-airrefueling (AAR), and tanking, is the process of transferring aviationfuel from one military aircraft (the tanker) to another (the receiver)during flight. The two main refueling systems are probe-and-drogue,which is simpler to adapt to existing aircraft, and the flying boom,which offers faster fuel transfer, but requires a dedicated boomoperator station.

Still referring to FIG. 3 , the procedure allows the receiving aircraftto remain airborne longer, extending its range or loiter time. A seriesof air refueling can give range limited only by crew fatigue andengineering factors such as engine oil consumption. Because the receiveraircraft can be topped up with extra fuel in the air, air refueling canallow a takeoff with a greater payload which could be weapons, cargo, orpersonnel: the maximum takeoff weight is maintained by carrying lessfuel and topping up once airborne. Aerial refueling has also beenconsidered as a means to reduce fuel consumption on long-distanceflights greater than 3,000 nautical miles (5,600 km; 3,500 mi).Potential fuel savings in the range of 35-40% have been estimated forlong-haul flights (including the fuel used during the tankermissions).^([2])

Still referring to FIG. 3 , the aircraft providing the fuel is speciallydesigned for the task, although refueling pods can be fitted to existingaircraft designs if the “probe-and-drogue” system is to be used. Thecost of the refueling equipment on both tanker and receiver aircraft andthe specialized aircraft handling of the aircraft to be refueled (veryclose “line astern” formation flying) has resulted in the activity onlybeing used in military operations. In nonlimiting examples, firstaircraft configuration 300 may be configured to carry cargo in the formof baggage, pallets, storage containers, or the like. A cargo aircraft(also known as freight aircraft, freighter, airlifter or cargo jet) is afixed-wing aircraft that is designed or converted for the carriage ofcargo rather than passengers. Such aircraft may not incorporatepassenger amenities and generally feature one or more large doors forloading cargo. Freighters may be operated by civil passenger or cargoairlines, by private individuals or by the armed forces of individualcountries.

With continued reference to FIG. 3 , first configuration 300 may bedesigned for cargo flight may include features that distinguish themfrom conventional passenger aircraft: a wide/tall fuselagecross-section, a high-wing to allow the cargo area to sit near theground, numerous wheels to allow it to land at unprepared locations, anda high-mounted tail to allow cargo to be driven directly into and offthe aircraft, in nonlimiting examples. Many types can be converted fromairliner to freighter by installing a main deck cargo door with itscontrol systems; upgrading floor beams for cargo loads and replacingpassenger equipment and furnishings with new linings, ceilings,lighting, floors, drains and smoke detectors.

Referring now to FIG. 4 , a second aircraft configuration 400 is shown.First aircraft configuration 300 may include any of the describedcomponents herein above. For example, and without limitation, secondaircraft configuration 400 may include at least a common component 104and at least a modular component 108. Second aircraft configuration 400may include at least a common component 104 and at least a modularcomponent 108 of a first size. In nonlimiting examples first aircraftconfiguration may be configured to carry passengers in airline seats. Innonlimiting examples, second aircraft configuration 400 may beconfigured to carry fuel tanks for aerial refuel operations. Innonlimiting examples, second aircraft configuration 400 may beconfigured to carry cargo in the form of baggage, pallets, storagecontainers, or the like. Second aircraft configuration 400 may includeone or more doors, hatches, portals, or other openings disposed on atleast a modular component 108 consistent with the configuration ofsecond aircraft configuration 400. It should be known by one of ordinaryskill in the art that there are near limitless number of aircraftconfigurations, sizes, uses, mission sets, and this disclosure serves inno way to limit the configurations of a modular aircraft as describedherein.

Referring now to FIG. 5 , a method for modular aircraft includes, atstep 505, receiving at least a common component, wherein the at least acommon component includes at least a flight component. At least a commoncomponent may be consistent with any at least a common component asdescribed herein. At least a flight component may be consistent with anyat least a flight component as described herein. The at least a commoncomponent includes at least a portion of a wing. At least a portion of awing may be consistent with any portion of a wing as described herein.The at least a common component includes a winglet. A winglet may beconsistent with any winglet as described herein. The at least a commoncomponent comprises a nose portion. A nose portion may be consistentwith any nose portion as described herein. The at least a commoncomponent includes a control surface configured to manipulate a fluidmedium. A control surface may be consistent with any control surface asdescribed herein. At least a common component may include at least anacelle. At least a nacelle may be consistent with any nacelle asdescribed herein.

Still referring to FIG. 5 , method 500 includes, at 510, receiving atleast a modular component. At least a modular component may beconsistent with any modular component as described herein. The at leasta modular component may include a collar component configured to connectto the nose portion. A collar component may be consistent with anycollar component as described herein. The at least a modular componentis configured to produce a continuous outer mold line of the aircraftwhen connected to the at least a common component. Outer mold line maybe consistent with any outer mold as described herein. The at least amodular component includes at least a structural component of theaircraft. A structural component may be consistent with any structuralcomponent as described herein. At least a modular component includes atleast a fuselage component. At least a fuselage component may beconsistent with any fuselage component as described herein. At least afuselage component may include an interior cavity. An interior cavitymay be consistent with any interior cavity as described herein. In someembodiments, at step 510, method 500 may additionally include receivinga first modular component, wherein the first modular component has afirst width and includes a first fuselage component and a first collarcomponent. In some embodiments, at step 510, method 500 may additionallyinclude receiving a second modular component, wherein the second modularcomponent has a second width and comprises a second fuselage componentand a second collar component.

Still referring to FIG. 5 , method 500 includes, at step 515, receivingat least an interface component. At least an interface component mayinclude any interface component as described herein. The at least aninterface component is configured to connect the at least a commoncomponent at a first end to the at least a modular component at a secondend. Connection may be any mechanical connection as described herein.

Still referring to FIG. 5 , method 500 includes, at step 520, connectingthe at least a common component at the first end of the interfacecomponent. Method 500 includes, at step 525, connecting the at least amodular component at the second end of the interface component. In someembodiments, at step 525, method 500 may additionally include selectablyconnecting one of first modular component and second modular componentat the second end of interface component. In some cases, connection ofat least a common component, first modular component and at least aninterface component forms a first blended wing body having a firstwingspan that is a function of first width of the first modularcomponent. In some cases, connection of at least a common component,second modular component and at least an interface component forms asecond blended wing body having a second wingspan that is a function ofsecond width of the second modular component.

It is to be noted that any one or more of the aspects and embodimentsdescribed herein may be conveniently implemented using one or moremachines (e.g., one or more computing devices that are utilized as auser computing device for an electronic document, one or more serverdevices, such as a document server, etc.) programmed according to theteachings of the present specification, as will be apparent to those ofordinary skill in the computer art. Appropriate software coding canreadily be prepared by skilled programmers based on the teachings of thepresent disclosure, as will be apparent to those of ordinary skill inthe software art. Aspects and implementations discussed above employingsoftware and/or software modules may also include appropriate hardwarefor assisting in the implementation of the machine executableinstructions of the software and/or software module.

Such software may be a computer program product that employs amachine-readable storage medium. A machine-readable storage medium maybe any medium that is capable of storing and/or encoding a sequence ofinstructions for execution by a machine (e.g., a computing device) andthat causes the machine to perform any one of the methodologies and/orembodiments described herein. Examples of a machine-readable storagemedium include, but are not limited to, a magnetic disk, an optical disc(e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-onlymemory “ROM” device, a random access memory “RAM” device, a magneticcard, an optical card, a solid-state memory device, an EPROM, an EEPROM,and any combinations thereof. A machine-readable medium, as used herein,is intended to include a single medium as well as a collection ofphysically separate media, such as, for example, a collection of compactdiscs or one or more hard disk drives in combination with a computermemory. As used herein, a machine-readable storage medium does notinclude transitory forms of signal transmission.

Such software may also include information (e.g., data) carried as adata signal on a data carrier, such as a carrier wave. For example,machine-executable information may be included as a data-carrying signalembodied in a data carrier in which the signal encodes a sequence ofinstruction, or portion thereof, for execution by a machine (e.g., acomputing device) and any related information (e.g., data structures anddata) that causes the machine to perform any one of the methodologiesand/or embodiments described herein.

Examples of a computing device include, but are not limited to, anelectronic book reading device, a computer workstation, a terminalcomputer, a server computer, a handheld device (e.g., a tablet computer,a smartphone, etc.), a web appliance, a network router, a networkswitch, a network bridge, any machine capable of executing a sequence ofinstructions that specify an action to be taken by that machine, and anycombinations thereof. In one example, a computing device may includeand/or be included in a kiosk.

FIG. 6 shows a diagrammatic representation of one embodiment of acomputing device in the exemplary form of a computer system 600 withinwhich a set of instructions for causing a control system to perform anyone or more of the aspects and/or methodologies of the presentdisclosure may be executed. It is also contemplated that multiplecomputing devices may be utilized to implement a specially configuredset of instructions for causing one or more of the devices to performany one or more of the aspects and/or methodologies of the presentdisclosure. Computer system 600 includes a processor 604 and a memory608 that communicate with each other, and with other components, via abus 612. Bus 612 may include any of several types of bus structuresincluding, but not limited to, a memory bus, a memory controller, aperipheral bus, a local bus, and any combinations thereof, using any ofa variety of bus architectures.

Processor 604 may include any suitable processor, such as withoutlimitation a processor incorporating logical circuitry for performingarithmetic and logical operations, such as an arithmetic and logic unit(ALU), which may be regulated with a state machine and directed byoperational inputs from memory and/or sensors; processor 604 may beorganized according to Von Neumann and/or Harvard architecture as anon-limiting example. Processor 604 may include, incorporate, and/or beincorporated in, without limitation, a microcontroller, microprocessor,digital signal processor (DSP), Field Programmable Gate Array (FPGA),Complex Programmable Logic Device (CPLD), Graphical Processing Unit(GPU), general purpose GPU, Tensor Processing Unit (TPU), analog ormixed signal processor, Trusted Platform Module (TPM), a floating pointunit (FPU), and/or system on a chip (SoC).

Memory 608 may include various components (e.g., machine-readable media)including, but not limited to, a random-access memory component, a readonly component, and any combinations thereof. In one example, a basicinput/output system 616 (BIOS), including basic routines that help totransfer information between elements within computer system 600, suchas during start-up, may be stored in memory 608. Memory 608 may alsoinclude (e.g., stored on one or more machine-readable media)instructions (e.g., software) 620 embodying any one or more of theaspects and/or methodologies of the present disclosure. In anotherexample, memory 608 may further include any number of program modulesincluding, but not limited to, an operating system, one or moreapplication programs, other program modules, program data, and anycombinations thereof.

Computer system 600 may also include a storage device 624. Examples of astorage device (e.g., storage device 624) include, but are not limitedto, a hard disk drive, a magnetic disk drive, an optical disc drive incombination with an optical medium, a solid-state memory device, and anycombinations thereof. Storage device 624 may be connected to bus 612 byan appropriate interface (not shown). Example interfaces include, butare not limited to, SCSI, advanced technology attachment (ATA), serialATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and anycombinations thereof. In one example, storage device 624 (or one or morecomponents thereof) may be removably interfaced with computer system 600(e.g., via an external port connector (not shown)). Particularly,storage device 624 and an associated machine-readable medium 628 mayprovide nonvolatile and/or volatile storage of machine-readableinstructions, data structures, program modules, and/or other data forcomputer system 600. In one example, software 620 may reside, completelyor partially, within machine-readable medium 628. In another example,software 620 may reside, completely or partially, within processor 604.

Computer system 600 may also include an input device 632. In oneexample, a user of computer system 600 may enter commands and/or otherinformation into computer system 600 via input device 632. Examples ofan input device 632 include, but are not limited to, an alpha-numericinput device (e.g., a keyboard), a pointing device, a joystick, agamepad, an audio input device (e.g., a microphone, a voice responsesystem, etc.), a cursor control device (e.g., a mouse), a touchpad, anoptical scanner, a video capture device (e.g., a still camera, a videocamera), a touchscreen, and any combinations thereof. Input device 632may be interfaced to bus 612 via any of a variety of interfaces (notshown) including, but not limited to, a serial interface, a parallelinterface, a game port, a USB interface, a FIREWIRE interface, a directinterface to bus 612, and any combinations thereof. Input device 632 mayinclude a touch screen interface that may be a part of or separate fromdisplay 636, discussed further below. Input device 632 may be utilizedas a user selection device for selecting one or more graphicalrepresentations in a graphical interface as described above.

A user may also input commands and/or other information to computersystem 600 via storage device 624 (e.g., a removable disk drive, a flashdrive, etc.) and/or network interface device 640. A network interfacedevice, such as network interface device 640, may be utilized forconnecting computer system 600 to one or more of a variety of networks,such as network 644, and one or more remote devices 648 connectedthereto. Examples of a network interface device include, but are notlimited to, a network interface card (e.g., a mobile network interfacecard, a LAN card), a modem, and any combination thereof. Examples of anetwork include, but are not limited to, a wide area network (e.g., theInternet, an enterprise network), a local area network (e.g., a networkassociated with an office, a building, a campus or other relativelysmall geographic space), a telephone network, a data network associatedwith a telephone/voice provider (e.g., a mobile communications providerdata and/or voice network), a direct connection between two computingdevices, and any combinations thereof. A network, such as network 644,may employ a wired and/or a wireless mode of communication. In general,any network topology may be used. Information (e.g., data, software 620,etc.) may be communicated to and/or from computer system 600 via networkinterface device 640.

Computer system 600 may further include a video display adapter 652 forcommunicating a displayable image to a display device, such as displaydevice 636. Examples of a display device include, but are not limitedto, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasmadisplay, a light emitting diode (LED) display, and any combinationsthereof. Display adapter 652 and display device 636 may be utilized incombination with processor 604 to provide graphical representations ofaspects of the present disclosure. In addition to a display device,computer system 600 may include one or more other peripheral outputdevices including, but not limited to, an audio speaker, a printer, andany combinations thereof. Such peripheral output devices may beconnected to bus 612 via a peripheral interface 656. Examples of aperipheral interface include, but are not limited to, a serial port, aUSB connection, a FIREWIRE connection, a parallel connection, and anycombinations thereof.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments, what has been described herein is merelyillustrative of the application of the principles of the presentinvention. Additionally, although particular methods herein may beillustrated and/or described as being performed in a specific order, theordering is highly variable within ordinary skill to achieve methods,systems, and software according to the present disclosure. Accordingly,this description is meant to be taken only by way of example, and not tootherwise limit the scope of this invention.

Exemplary embodiments have been disclosed above and illustrated in theaccompanying drawings. It will be understood by those skilled in the artthat various changes, omissions and additions may be made to that whichis specifically disclosed herein without departing from the spirit andscope of the present invention.

What is claimed is:
 1. A system for modular aircraft, the systemcomprising: at least one common component, wherein the at least onecommon component comprises at least one flight component; a nose portionwhich includes at least one sensor to detect environmental data; a firstmodular component, wherein the first modular component has a first widthand comprises: a first fuselage component; and a first collar component;a second modular component, wherein the second modular component has asecond width and comprises: a second fuselage component; and a secondcollar component; at least one interface component configured to connectthe at least one common component and at least one modular component,wherein the at least one interface component comprises: a latchingmechanism comprising a hook to capture at least a portion of a latchingelement; a first end configured to connect to the at least one commoncomponent using the latching element, wherein the latching element islocated on the first end; and a second end configured to connect to theat least one modular component using the hook, wherein the hook islocated on the second end, wherein: connection of the at least onecommon component, the first modular component, and the at least oneinterface component forms a first blended wing body having a firstwingspan that is a function of the first width; and connection of the atleast one common component, the second modular component, and the atleast one interface component forms a second blended wing body having asecond wingspan that is a function of the second width.
 2. The system ofclaim 1, wherein the at least one common component comprises at least aportion of a wing.
 3. The system of claim 2, wherein the at least onecommon component comprises a winglet.
 4. The system of claim 1, whereinthe at least one common component comprises a nose portion.
 5. Thesystem of claim 4, wherein one or more of the first collar component andthe second collar component is configured to connect to the noseportion.
 6. The system of claim 1, wherein the at least one commoncomponent comprises a control surface configured to manipulate a fluidmedium.
 7. The system of claim 1, wherein one or more of the firstfuselage component and the second fuselage component further comprisesan interior cavity.
 8. The system of claim 1, wherein one or more of thefirst modular component and the second modular component is configuredto produce a continuous outer mold line of the modular aircraft whenconnected to the at least one common component.
 9. The system of claim1, wherein one or more of the first modular component and the secondmodular component comprises at least a structural component of theaircraft.
 10. The system of claim 1, wherein the latching mechanismcomprises a plurality of spring loaded elements configured to: allow theat least one modular component to move past the at least one commoncomponent in a first direction; actuate the latching mechanism; andlatch onto the latching element to hinder movement of the at least onemodular component in a second direction.
 11. A method of manufacturing amodular aircraft, the method comprising: receiving at least one commoncomponent, wherein the at least one common component comprises at leastone flight component and a nose portion which includes at least onesensor to detect environmental data; receiving a first modularcomponent, wherein the first modular component has a first width andcomprises: a first fuselage component; and a first collar component;receiving a second modular component, wherein the second modularcomponent has a second width and comprises: a second fuselage component;and a second collar component; receiving at least one interfacecomponent configured to connect the at least one common component and atleast one modular component, the at least one interface componentcomprising: a latching mechanism comprising a hook to capture at least aportion of a latching element; a first end configured to connect to theat least one common component using the latching element, wherein thelatching element is located on the first end; and a second endconfigured to connect to the at least one modular component using thehook, wherein the hook is located on the second end; connecting the atleast one common component at the first end of the at least oneinterface component; and selectably connecting one of the first modularcomponent and the second modular component at the second end of the atleast one interface component, wherein: connection of the at least onecommon component, the first modular component, and the at least oneinterface component forms a first blended wing body having a firstwingspan that is a function of the first width; and connection of the atleast one common component, the second modular component, and the atleast one interface component forms a second blended wing body having asecond wingspan that is a function of the second width.
 12. The methodof claim 11, wherein the at least one common component comprises atleast a portion of a wing.
 13. The method of claim 12, wherein the atleast one common component comprises a winglet.
 14. The method of claim11, wherein the at least one common component comprises a nose portion.15. The method of claim 14, further comprising selectably connecting oneof the first collar component and the second collar component with thenose portion.
 16. The method of claim 11, wherein the at least onecommon component comprises a control surface configured to manipulate afluid medium.
 17. The method of claim 11, wherein one or more of thefirst fuselage component and the second fuselage component furthercomprises an interior cavity.
 18. The method of claim 11, wherein one ormore of the first modular component and the second modular component isconfigured to produce a continuous outer mold line of the modularaircraft when connected to the at least one common component.
 19. Themethod of claim 11, wherein one or more of the first modular componentand the second modular component comprises at least a structuralcomponent of the aircraft.